Carburetor



Oct. 27, 1931. A RD 1,829,632

CARBURETOR Filed May 25, 1928 3 Sheets-Sheet 1 I a A F151. 1 2 3' 4 5 A. CHANARD Oct. 27, 1931.

CARBURETOR Filed May 25, 1928 3 Sheets-Sheet 3 Fig.9.

Patented Oct. 27, 1 931 UNITED STATES AUGUSTE GHANAIRZD, OF BUEIL, FRANCE CARBURETOB Application filed Kay 25, 1928, Serial No. 280,588, and in France June 8, 1927.

The present invention has for object a carburetor of simpler arrangement, surer operation and better efliciency than the very numerous carburetors constructed or suggested up to this day.

This carburetor which, among other essential advantages, presents that of not comprising a constant level chamber and also that of allowing to do away with the gasoline ex- 1. hauster, in the case of a tank at a lower level, is substantially constituted by a combination of several unitary independent carburetors, successively set in operation and the actions of which are added to each other in proportion as these unitary carburetors are set 1n operation. Each of these carburetors is formed by a calibrated conduit wherein free- 1y enters atmospheric air and in which also enters at right angles to the direction of the air a jet of gasoline. The various unitary carburetors are grouped on one and the same member and in order to ensure the continuity of action and to obtain a progressive transition when an additional carburetor is put in operation, they are combined with a special device controlling the setting in operation of the carburetors. This device is so devised that, at the same time as it widely opens the passage of a carburetor, it progressively opens the passage of the following-carburetor and prepares the operation of the same.

In order that the invention may be clearly understood, a form of construction of the new carburetor has been illustrated, by way of example only, in the accompanying drawings in which:

-Fig. 1 is a vertical longitudinal section of the apparatus. I

Fig. 2 is a corresponding plan view.

Fig. 3 is a vertical section made according to line AA of Fig. 1. 4

Figs. 4 and 5 are two views similar to Fig. 1, the parts occupying various positions to illustrate the operation. I I

Figs. 6 and 7 are two elevations of the end of the slide valve, these views corresponding respectivel with the adjustments shown in Figs. 1 an 4.

Figs. 8 and 9 illustrate sectional details of modifications.

As shown in the drawings, in the form of construction illustrated the apparatus comprises a c lindrical body a provided with a flange a a lowing to secure it to the inlet pipe of the engine. On this body is fitted a block b, which can be removed, in order to facilitate the manufacture, permit cleaning and the like, but this block might also be permanently rigid with the cylinder a.

In the block b are formed two rows of conduits or channels 1, 2, 3, 4, 5 opening in the atmosphere, and constituting air inlets which are arranged in pairs. Each pair of air inlets associated with one of the several gasoline inlet condults c, the number of which is equal to that of the pairs of air inlets. Each pair of air inlets and its gasoline supply tube constitutes one of the unitary carburetors. In each conduit 0 can be arranged a screen or filter d.

The conduits 1, 2, 3, 4, 5 are calibrated and they increase in size from one end of the body a to the other. They have a profile which may be conical, as illustrated. In each of them opens a small gasoline inlet 6. The gasoline enters the air inlets through the conduits e perpendicularly to the direction of an movement.

Each gasoline inlet conduit 0 is provided with a member provided with a calibrated orifice m, below which is provided a wider conduit forming the gasoline expansion chambers u, 'from which extend in reverse direction the two above mentioned gasoline conduits e.

The operation of the various unitary carburetors is controlled by means of a special system of slide valve arranged in the cylindrical block a. This slide valve comprises a central part f and a sleeve 9 fitted in each other and in the chamber of the body a with slight friction. The end of the part I is recessed, as shown at h, Fig. 1, and the wall of this part is erforated with apertures 2'. The end of the s eeve g is thinned according to a cone and is also provided with apertures k.

The two parts f and 9' can slide in each other and are prevented from rotating relatively to each other. In the drawin s has been shown, by way of example, a ork Z,

It will therefore be understood that if the 1 parts are in the position-shown in Fig. 1 and a pull is exerted on the central part 7 in the direction 1, the part f first alone moves, then the shoulder 0 enga es with the shoulder p and both parts f an g are moved together.

The movement in this direction is limited by an abutment q fitted in a groove 1' of the part 9. When the end of the groove engages with the abutment, the movement is stopped.

The partial vacuum produced 1n the car- 0 buretor by the engine, during operation, urges the part in the direction (ipposite to that indicated, y the arrow l'in ig. 1 and the opening movement of the carburetor control pedal causes displacement of the part 7 v in the direction of the arrow 1, the movement i of the part f independently of the part 9 continuing until the members 0 and p are mutually engaged, at which time the part 9 is drawn along with the part f. I

When the part i is acted upon in a direction reverse to that indicated by arrow 1, the first movement is a displacement of the central member f in the member 9 until the fork l abuts against the bottom of the sleeveg, thus replacing both movable members f and g -in the same relative position as that illustrated in Fig. 1..

The operation is as follows: The position of Fi 1 is that of the lowest 9 spleed. In this position, the slide valve closes an the carburetors' except the first one. Un- '-der the efi'ect of suction of the engine, air

.- enters through both conduits 1 the gasoline is' sucked through the corresponding conduits re act "as sprayingnozzles and the mixture forms proceeds directly to the engine, arrow 2. Asthe flange a can be secured on the .engine itself, no trappin of the combustible mixture can therefore t e place and the gasoline cannot separate from the air.

For increasin the exerted on the deva ve f. The first eflect obtained is that the apertures i which, inthe position of Fig. 1, were covered by a solid ortion of the sleeve 9, progressively come Tmto re 'ster with the apertures l1 of this I sleeve igs..4- and7. It results therefrom that the carburetor 2 will begin to operate.

The air enters according to the arrows 3, Fig. 3, meets the gasoline jets issuing from I the conduits e and goes to the engine through i the interior. of the carburetor, arrow 4 In the starting of the carburetor 2, there is first only a small air streamwhich is capa- 5 ble of passing through the narrow passageslpeed, a" slight .11 is way formed by the uncovering of the apertures 11;, then the section of passage increases, these a ertures opening to the maximum extent. t this moment (position of Fig. 4) the operation of carburetor 2 has started and it begins to deliver, its action being added to that of carburetor 1. It is a slow speed position, but the speed has already increased relativel to the maximum slow speed.

The s 'de valve continuing its movement in the direction 1,.progressively, then completely uncovers the conduits of the carburetor 2 which delivers the combustible mixture to its full capacity, thus increasing the speed of the engine. In proportion as the outflow of the carburetor increases, the carburetor 3 is progressively started as was the case for the carburetor 2.

The same action taking place over again upon each setting in action of a new carburctor, the actions of all those which have been put in operation being added to each other.

From the time the second carburetor enters in action, the apparatus ceases to be at slow speed and in proportion as a greater number of unitary carburetors is brought into operation, larger volumes of carbureted air and greater accelerations are obtained. Fig. 5 shows the apparatus open to the maximum extent, all the unitary carburetors operating at the same time. I

In'Fig. 8, the gasoline-expansion chamber u is sufliciently large for producing a rogressive expansion of the gasoline. oreover, this chamber can contain a porous body '0 adapted to difiuse the gasoline. This porous block ma be made in one or several members, or ormed by the assemblage of small elements which may bemade of porcelain, filtering earth and the like.

On the other hand, the block b instead of being flat, may be elongated (Fig. 9). It is perforated with a series of conduits or channels 1, 2, 3, 4, 5'having the profile of a Ven turi tube, the gasoline inlet conduits e openings in the restricted portion of these channe This arrangement is adapted to increase the partial vacuum and to produce a better suction of the gasoline.v

The various Venturi tubes are given lengths in relation with their diameters, so that the member externally forms a series of steps as illustrated in the drawing.

As will be understood from the foregoing, the new carburetor is extremely simple and comprises only a minimum number of parts. Its adjustment is very easy. It consists in choosing once for all the diameters ofthe calibrated holes, Fig. 3, and thereafter no adjustment need be efi'ected, and the apparatus cannot get out of order.

The new apparatus does not comprise any cock and the few joints it presents cannot give rise to leakage, as the gasoline passes inventlon.

gine, except at the time the gasoline is sucked by the engine. When the latter stops,v

the gasoline returns to the tank. This constitutes, as will be understood, an important advantage from the standpoint of economy, by preventing any risk of gasoline losses, as well as by avoiding risk of fire.

Concerning the formation of the combustible mixture, it will be noted that the gasoline is in an extremely finely divided condition owing to the relative arrangement of the air nozzles and liquid fuel conduits. In fact, both fluids are brought in contact in an extremely restricted space under very high speeds.

The carbureted mixture formed directly enters the engine and is not trapped in spaces where gasoline and air again separate.

The number of unitary carburetors may be varied at will. The apparatus may be constructed so as to comprise with the same general members, a variable number of unitary carburetors.

The great advantage of the new system is the continuity of action. As already explained, the new apparatus is constituted by the uxtaposition of several independent carburetors put in action one after the other. Owing to the arrangement of the slide valve, each carburetor is progressively in operation and its action is prepared while the preceding carburetor terminates being open in full. In this way there are no stoppages. The operation is absolutely progressive and continuous.

It has been seen that the sections of the air conduits follow a regular progression. The volume of gases produced follows this progression and when the carburetor is shut again, the reverse regression is obtained.

The above arrangements are given by way of example only; the forms, dimensions, materials used and all detail arrangements can vary accordin to circumstances without departing there y from the principle of the Claims 1. In a carburetor, air inlets arranged in pairs, multiple gasoline inlets having calibrated orifices, each supplying a pair of inlets, gasoline expansion chambers communieating with the calibrated orifices for the expansion of the gasoline, and conduits for conducting the expanded gasoline to the air inlets to produce the carbureted mixture.

' 2. In a carburetor, air inlets arranged in pairs, multiple gasoline inlets having calibrated orifices, each supplyin a pair of inlets, gasoline expansion cham rs communieating with the calibrated orifices for the expansion of the gasoline, the cross sectional areas of the air inlets and orifices increasing progressively and two conduits for conducting the expanded gasoline from each gasoline expansion chamber to the corresponding air inlets.

3. In a carburetor, air inlets arranged in pairs, multiple gasoline inlets having calirated orifices, each supplying a pair of air inlets, gasoline expansion chambers communicating with the calibrated orifices for the expansion of the gasoline, and two opposed conduits for conducting the expanded gasoline from each gasoline expansion chamber to the corresponding air inlets.

4. In a carburetor, air inlets arranged in pairs, multiple gasoline inlets having calibrated orifices, each supplying a pair of inlets, gasoline expansion chambers communicating with the calibrated orifices for the expansion of the gasoline, and conduits for conducting the expanded gasoline from the expansion chambers to the air inlets and disposed perpendicularly to the latter.

5. In a carburetor, air inlets arranged in pairs, multiple gasoline inlets having calibrated orifices, each supplying a pair of inlets,

gasoline expansion chambers communicating duce the carburetted mixture, and porous ma- V terial located in said expansion chambers. The foregoing) specification of my Carburetor signed y me this 15th day of May,

' AUGUSTE CHANARD. 

